Oscillating internal combustion engine



.1. V. RICE, JR- OSCILLATING INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JULY3, I920."

- Patented'Sept. 19,192 2.

4 SHEETS-SHEET 1.

a 8 I 9 r r i J. V. RICE, JR. OSCILLATING INTERNAL COMBUSTION ENGINE.

Patented Sept. 19, 1922.

APPLICATION FILED JULY3, I920. 1,429,254.

'4 SHEETSSHEET 2.

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W a me fo v M Illllll "III-ll I I I I 1 1 1 1 1 1 w- 1 E w W m 1. v. m. JR. OSCILLATING INTERNAL COMBUSTION ENGINE.

' Paterited Sept. 19,1922.

4 SHEETS-SHEET 3.

APPLICATION FILED JULY 3, I920.

J. V. RICE, 1a., OSCILLATING INTERNAL COMBUSTION ENGINE.

APiLICATlGN FILED JULYS 1920.

Patented Sept. 19,1922.

4 SHEETSSHEET 4.

UNITED STATES PATENT OFFICE.

JOHN V. RICE, JR., OF BORDENTOWN, NEW JERSEY, ASSIGNOR TO RICE GAS ENGINE COMPANY, OF BORDENTOVJN, NEW" JERSEY, A CORPORATION OF NEW JERSEY.

OSGILLATING INTERNAL-COMBUSTION ENGINE.

Application filed July 3, 1320.

To all w from ctr/nay coerce/"7i,

Be it known that I, Jenn V. Rica, d r.,a citizen oil? the lcl nited State -and resident of llm'dentown, iii-thev county Of Burlington and State of New Jersey, have invented certain newandnsetulImprovements in Oscillating Internall-Combustion lllngines, of which the tollowingis a specification, rot. erence being had therein-to the accompany ing drawing. 1 I I My present invention refers to the general class of internal combustion engines, and to the special subdivisions of the same known as two-cycle and oscillating cylinder.

The oscillating cylinder type of gas engine possesses many advantages over the common and well. known reciprocating, nonoscill ting engine, particularly with. reiterence to economy of space and weight coupled with high etliciency. In this type of engine a cylinder or a plurality of cylinders are mounted on gudgeons or trunnions, on which they are enabled to sway to and fro through a small are, so as to enable the pistonrod or rods to follow the movements of the crank to which they are directly coni'iected, without the intervention of any other mechanism, such as correcting rods. etc, saidpiston rod or rods having a rigid connection with the piston, andsliding through a stufling box-in the end of the cylinder. One or more. of the trunnions for each cylinder will be made hollow to allow ot the admission therethroughinto the cyl i'nder ot the explosive mixture from its source of supply. The valve mechanism, the chambers for the preliminary compression oi the charge, and other essential teatures, can in this type of on ine be arrai'iged compactly together, so that everything is in a small. compass, and the advantages that are gained by the oscillating cylinder'coin struction oi the steam engine are secured with equal ell ectlveness in. the construction of an internal. combustion engine. This is found, "tor example, to be so in the facility with which i arrange in some leading forms o l" the invention to introduce the explosive llllXtlll'G for all the charges at the same end of the cylinder, .(though of course it may be introduced at both ends) and am able to l0-v cate a compression chamber in one end of the cylinder, beyond. the piston, for compressing the charge preliminarily for one Serial N0. 393,946.

explosion, and another compression chamber in the other end of the cylinder, beyond the piston, ior compressing the charge preliminarily for the next explosion, the partially compressed charges being carried from said end chambers into the firing chambers,

- where they are again and finally compressed before being exploded. I am able also to introduce the charge through ports running entirely around the piston, and also to exhaust through ports running entirely around the piston, that is to say to use a very large inletv and av Very large outlet, whereby a large charge is quickly. and completely introduced and whereby also a thorough and adequate scavenging is attained. Besides these points many others will appear as belonging essentially to and resulting from the making of the engine of the oscillating-cylinder two-cycle type.

An important feature of my invention lies in the piston, which is more or less elongated or extended and isditl erential in character, to correspond with the differential design of the cylinder; and the piston is provided with ports or passages running through the same from end to end, or thereabouts, and allowing communication between the end primary compression chambers and the explosion chambers, said ports or passages being capable of very great changes in form or plan. One form of this piston shown and described has hollow heads and tubes connecting the heads. But whether this particular form be employed, or many others, or whether the whole piston iscast in a single piece with hollow recesses, ports and passages running through same for the purpose stated, it will be seen that these tubes or ports will absorb much of the heat caused by the explosions, thus enabling the piston to keep comparatively cool. andv to keep down the temperature in the firing chambers, so thatin this form all the power can he utilizedand none is wastedoi' lost by the excessive generation of heat energy, for there are these cool currents of the new mixture flowing through the piston all the time, through the tubes or ports, and taking up more or less of the heat. Thus the tubes or ports take the place. of the hot spot in. certain. other forms of. combustion engines. It will also be seen thatthe construction of the engine locates the trunnions and piston rods away from the heat.-.

which a decided advantage. And obviously the engine may have two-port or three-port cylinders.

Although the invention is chiefly designed as an oscillating cylinder engine, yet it Wlll be understood that I do not wish to be restricted to the oscillating character, inasmuch as it is possible to arrange cylinders and pistons so that they may function as in the ordinary reciprocating explosive engine, having no rocking support, the same be ng possible through the modifications which can easily be had of the piston rod, the valve devices and the various chambers and other parts, retainingmany of the important and leading features of the oscillatory construction and only omitting those which belong distinctively to the oscillating cylinder type. It will further be seen that whether the oscillating or non-oscillating type is employed, there may be one or more cylinders arranged in relation to the same crank-shaft and supported in a suitable frame for enabling them to discharge their full functions in operative relation to each other.

The object of the invention, therefore, is fundamentally to provide a simple, convenient and effective construction, whereby economy and ease of operation may be attained, with little likelihood of breakage or disrepair, and by which also the develop ment of a large amount of power may be secured. The invention may therefore be said to consist essentially in the construction, arrangement and combination of the various parts, and in various details and peculiarities of the same, substantially as will be hereinafter more fully described and then pointed out in the claims.

In the accompanying drawings illustrating my invention:

Figure 1 is a vertical longitudinal section of my improved internal combustion engine, showing the piston at the upper or outer limit of its stroke.

Figure 2 is a horizontal sectional plan view on the line 2, 2, of Figure 7.

Figure 3 is a sectional elevation on the line 3, 3, of Figure 2.

Figure a is a vertical section, similar to Figure 1, on a larger scale, and indicating fewer parts, and showing the piston at the limit of its stroke opposite to that shown in Figure 1.

Figure 5 is a horizontal section on the line 5, 5, of Figure 4-.

Figure 6 is a horizontal section on. the line 6, 6, of Figure 4:.

Figure 7 is a side elevation with certain parts sectioned, the view showing the oscillating character of the engine.

Figure 8 is a detail view in plan of one of the wire gauze rings.

Figure 9 is another detail of a part of the same.

Figure 10 is a vertical longitudinal section similar to Figure 1, of a modified form of the engine, showing a single-acting instead of a double-acting engine.

Figure 11 is a sectional side elevation of the upper part of the same.

Figure 12 is a horizontal sectional view on the line 12, 12, of Figure 10.

Similar characters of reference designate corresponding parts throughout the different views of the drawing.

The main frame of an engine of this type is built so as to permit the pendulous support of the cylinders, of which there will usually be a plurality, all applying their power to the same crankshaft. As an example of frame construction, the same being suggest ive merely and without any intention of being confined thereto, I have shown the stand ards or uprights 15, between which is a cylinder 1, or a series of similar cylinders, hung in a vibratory fashion, on trunnions 4A and 17 (see Figure 2), with suitable ball bearings 46, in the top portion of the standards 15, there being cap plates 15 or the like covering the said bearings and securely bolted or otherwise held in place. One or more of the trunnions of each cylinder is hollow,

as trunnion 47, to admit the explosive mixture into the engine, and is entered by the supply pipe 26, whlch may also connect with the trunnioncf the next adjacent cylinder (not shown), the mixture flowing to pipe 26 through the connecting pipe 27 which leads from the carburettor and source of supply. At the base of the engine moreover is the main crankshaft it having crank pin 13, to which the piston rod 10 is connected, it being obvious that this shaft will have as many cranks as there are cylinders, and that the connection of the piston rods with the cranks is direct without the intervention of any other mechanism. The crankshaft is enclosed within the lubricant-tilled crank casing 11. In order to keep the same tight at the point where the piston rod 10 enters the casing 11 and allow the rod the necessary range of movement during the swing of the cylinder 1 provide the cylinder with a curved plate 12 which covers an opening 71 in crank c2 sing 11 and slides on the edge of this opening so as to prevent the escape of oil, said plate having a central sleeve 72 that telescopes with a boss 7 3 on the lower head of the cylinder in connection with which it adjusts itself and is held by an enveloping spring 23 so tensioncd that plate 1.2 may be held securely over opening 71. There is also a packing gland. 24 for the piston rod 10, to effect a tight joint, this gland being within the sleeve 72 and boss 7 3, and being capable of being loosened or tightened and held as desired by a catch 25. In this way a stutling box or packing gland makes a tight joint for the rod 10. i

.At a suitable point alongside of the rain frame is the stationary exhaust pipe 18 for carrying oft tion, and this has a branch pipe for each cylinder, with which branch pipe telescopes a pipe 19 which vibrates with the swinging cylinder, at tight joint between the moving parts being kept at all times by means oi? the packing); gland 21. See Figure 6. The exhaust outlet pipe 19 leads from the central portion of cylinder 1 where is situated the circular exhaust passage 17 and exha st port or ports 22, as shown particularly in Figure 6, and hereinafter more fully e27- lSCl, it being clear that the arrangement may be greatly modified without in from the design a large exhaust i at the centre of the cylinder that will 1; i 1011 on each stroke and after each on plosion, there being a single common exhaust outlet for both explosion chambers.

I rill now proceed to describe the con structicn and operation of the cylinder 1 and its appertenant parts, it being understood that the engine may be single or multi-cylinder in construction, and that where there are several cylinders, they will be duplicates oil? the one I am describing; but in the drawings l have only thought it necessary to show a single cylinder, in order to impart the fullest undcrstanding, oi? the invention. Such cylinder is double-acting, comoresses and tires at each stroke, and hence generates great power.

Cylinder 1 maybe of any specific construction, dimensions and proportions. Its cooling svstem may use water or other liquid, 21 tan, or any other n'ieans for the purpose, but 1 preferably build it with a multiplicity of radiating fins or fit. I es '1, which cover the surface, so as to avoid some of the objections incidental to waterjaclcets he like, said flanges being properly proano portioned to provide the radiating;- surface i'iccessary for the amount of heat in the operation. The cylinder 1 has an upper head 1 and a lower head 1. Such cylinder may be made in two castings B and. C which are liangred to on at the middle of the cylinde the upper casting B having lugs a, into which the vertical rods 16, 16, are i-icrewed, and, the lower castingr 0 having luvs c tlirol ends llllill'l reou nuts I which screw up tightly against the said lun's 0, so that in this manner the sections B and (l of the cylinder are united by the tic -rods 16,16, a pair of the same being usually sullicicnt to hold them closely together.

'" bore of the cylinder 1 is of smaller Jl 11C diameter atthe upper and lower ends than it is in the middle portion, its differential character in this respect corresponding to the difierential piston 4% which reciprocates within the cylinder 1. The middle and the waste products of combos-- generated i which said rods pass, their larger portion of the cylinder furnishes the two explosion chzunbers A and ll between and in which the widest part 5 of the piston operates, while in the upper end of the cylinder above piston a: is a chamber E for the primary compression of the mi rzture on the upstroke, and in the lower end of the cylinder below piston 41 is another chrunber l for the primary compression of the charge on the down stroke of the piston, the terms above and below and the like, as used here and elsewhere, not being terms of limitation but merely of explanation oi? the particular example.

The piston 1 is of the ditl'erential type, as stated, having upper head 6, and lower head 7, and intermediate section 5, which latter is of larger diameter than the heads 6 and 1. Heads 6 and 7 are similar in construe tion and communicate with each other by the tubes 8 and 9 that run alongside of each other within the cylindrical body of piston 4- and its central enlarged section 5. These heads 6 and 7 are hollow and each is dually pierced or compartmentec, bein partitioned so that the compartments in the same head are non-communicating. In this way are provided two gas-charge-handling systems, one com rising chamber E, a part oi? head 6, tube 8, and chamber D, and the other a distinct and noncommunicating system comprising a part of head 6, tube 9, chamber F and chamber A; it being further noted that the piston is double-acting, that an on plosion occurs at the end of each stroll-:e and drives it in each direction, and that although the mixture is (in this example) all taken into both systems from one and the same end of the cylinder on t 1e down stroke, yet com n'ession occurs on each stroke, as well as ignition and exhaust.

I place special emphasis upon the fear ture of a trunk piston, having therein two distinct non-communicating channels or passages for the mixture, one channel convey ing mixture from one conufiression chamher through the pistonto one of the explosion chambers, and the other channel conveying mixture from the other com grossion chamber to the other explosion chamber, all the parts of the cylinder and piston being arranged in a compact and small compass, with compression chambers at the ends of the cylinder and central explosion chambers around the piston, the cellular or chew casting, haviup; a paw connect the chamber E to the tube 8, and another separate and distinct passage 35 which connects the tube 9 with the lateral port or ports 33 which coincide at times with and receive gas from the cylinder port or ports 32, and at other times deliver into chamber A, as shall presently specify, there bring the partitioubh, see .l ioures l1. and 2, :lforming part ot the head casting, which partition separates the tubes 8 and. S) from each other and closes communicm tion between tube 9 and chamber ll. in the head 7 a similar construction exists, said head having a passage 37 "from the tube 9 to the (.llltll'llJGl? 1 while the tube 8 connects through passage 33 with a it" l port or ports that communicate at times with plosion chamber D, as l shall soon describe.

Observation. should be made here oi? the important tact that the piston heads 6 and 7 are each provided with two sets of piston rings, each set preferably consisting of two rings, the said so being designated and 40, and in each head the lateral ports are between the rings 39 and 4:0, and hence toe joints around. the ports are sealed more completely and their action is more perfect. Also, these ports extend entirely around the piston head, as shown in Figure 2, it being of course noted that in each piston head tor half of the circumference the part 33 of this lateral. port, see Figure 2, is a semi-circumiterential passage connecting with the passage 35 as in head 6, or the passage 38 as in head 7, but not at all t" nes conveying mixture though filled therewith, but when connection is made with. chamber A or D as the case may be, the entire port all around the piston head and comprising members 33 and 33 performs the function of delivering the gas.

Each lateral port in the heads 6 and 7 consisting; of members 33 and 33 is preterably provided with a wire gauze protector, 7

consisting of a split ring 41, carrying a gauze section 42 that occupies passage 33, and gauze sections 43 that occupy the port openings 33, see Figures 8 and 9, the tunetion of this gauzeprotector or screen being to prevent the incoming charge from firing prematurely or causin a back explosion, or to prevent bad cit-cots in. the use or? poor or slow burning mixtures. it may he said here that the enlarged. central section 5 oi. the piston is also preferably supplied. with two or more sets or pairs of piston rings to produce the best results in practice, though there is no port between. the rings in this instance.

lhe wall of chamber in the upper part of cylinder 1 is provided with inlet ports 32, with which the piston ports register when the piston is at the upper end of its strolte as shown. in Figure 1, see also Figure 2. On.

\ I-l-"l through it to the side oi the c li.iider l. adjacent to trim nion. l? is a chamber 28 that receives mixture through the supply pipe 26 that enters trunnion L7, and there is also a passage 31 extending partly around the cylinder and in open communication with the cylinder ports 32. Between chamber 28 and passage 31 interposed a check valve 29 operating in re lation. to aseat 29 and provided with a stem and a closing spring 30. The suction oit' the engine will open valve 29 and draw a charre through the trunnion, into chamber 28 and past valve 29 into passage 31, and through. ports 32 and 33 into the cylinder, but when compression occurs the check valve 29 will close down tightly upon its seat and remain there until again opened by the action of the vacuum in the cylinder.

The ports 32 not only deliver mixture through the piston ports 33 and 33 into the head 6 and passage 35, and thence into tube 9, but the mixture is also drawn through ports 32 into the chamber E after piston head 6 uncovers ports 32 in its'descent. Therefore when piston at is at, the upper limit a charge enters through ports 32 and 33 into passage 35 and tube 9 and passes through passage 37 in head 7 and fills lower chamber F. As the piston descends the ports 33 shortly open into openings 6& betill a at one end of explosion chamber A, (see ;ure 5) and the charge which has received an initial compression in chamber F is now transferred through ports 33 and 33 into chamber A, accelerating the ejection of the exhaust through the central exhaust ports as soon as piston sect-ion 5 uncovers the ports 22, as shown in Figure 4. Moreover wl on the piston head 6 is released from ports 32 by passing below same as in Figure 4 the suctionwill draw in a charge into chamber E and thence it will fill tube 8 through passage 34. On the next upstroke this charge will receive an initial. compres sion in chamber E, and as soon as the ports in head 7 open into the openings between ribs or braces d and into circular passage (Z, in the lower end of explosion chamber D, (see Figure 1.) the construction of the parts being the same as in the upper end. of chamber A, at the same time that the piston section 5 uncovers ports 22 in. its ilpstroke to relieve the exhaust, the charge in chamber i l will he transferred to chamber D through passage 38 in head 7, and through the lateral ports in said head so that this incoming: charge will. assist in drivingout theexhaust products of combustion. The chambers A. and D permit the mixture therein to be compressed with a secondary or final compression and then ignited by suitable means, as by ordinary spark plugs, of which I indicate examples at 4-8 and 49.

Referrin further to the sets of ribs or en ribs or braces a into circular passage braces a between which are openings a that enter circular passage a in the chamber A, and the similar construction in the chamber l) l wish to eu'iphasize the value of the same. ()bviously the ribs 6 open not only into the passage (4 but quite directly into the interior of chamber A; and the same is true of spaces between ribs (Z in chamber D. See Figures and 5. The passages a and {Z might be omitted, but for the sake of lightness and more complete communication propagation of the flame, it is preferable to have them. These ribs a and d have their inner edges aligned accurately with the bore of the cylinder chambers E and F, and are slightly chamfered or inclined at their ends furthest from the cylinder chambers E and F. The purpose of these chamlered ribs is to provide means that will engage tl e piston rings 39 and L0 and if they are slightly expanded automatically compress them to a diameter equivalent to that of the bore of chambers 1-D and F and hold them in this position at the moment of the delivery through ports 33 and 33 by compressing them and guiding them surely into the bore of chambers E and F at the time when the parts of the engine are being assembled together.

The piston rod 10 has a screw-threaded. endb'? which screws directly into the lower head '7' of the'piston and is locked fast therein by a nut 68 or other device which screws tightly against the head i; and, as already noted, the packing gland assists i mahing a tight joint where the rod 10 enters the crank casing 11. Thus the piston rod is rigidly connected to the piston and directly connected to the crankshaft 13, but as the cylinder swings on trunnio-ns, this construction is operative, and I am enabled therefore to utilize chambers in each end oi" the cylinder in which to compress the charges of: air and gas, and to close both ends oi the cylinder with heads, which would not be possible if the piston rod 10 were pivotally connected with the piston, for it would have to pass out through the open lower end of the cylinder so to give it room fora vibrating movement. This enables the inlet and outlet ports to be located in the compact and convenient manner I have described, and to etl'ectively function in the operation of the engine, whereby the whole construction is simplified and cheapened;and the parts are :lew and combined together withoutloss of space or diminution in the free movement of any, enabling usually successful results to be attained in best type oi engine that can be selected for in :iy' purposes, one of which is aeroplane practice.

The foregoing description of the construction and arrangement of tie various parts is sufiiciently ample to make it unnece V to describe the operation in further detail.

aces a between lements If we assume that the piston is at the upper limit of its stroke, after being driven there J! J. i

oy a firing oi the charge in chamber D, the

parts will he in the position shown in Fig ure 1, where exhaust from chamber D is taking place through ports 22, while cham berD is being tilled by a new charge on top oil the outgoing exhaust through head 7 from tube 8 leading from chamber E. At the same time a previously introduced charge in chamber A is receiving its final compression therein preparatory to its e2;- plosion which is about to occur; and also at this moment the lateral ports 38 in piston head 6 have been brought into communication with the inlet ports 32 and a charge is introduced into and through head 6 and by way of tube 9 to chamber F. A spark plug will now explode the compressed charge in chamber A, which will drive the piston down to the other end of its stroke and into the position shown in Figure 4. On its way down the mixture in chamber F is compressed'until the head 6 brings its ports 33 and 33 into communication. with chamber A when the said mixture will be delivered into said chamber A, while simultaneously two-cycle engine, and with resulting effects of the characeij' I have set forth.

It is easily possible to modify the construction o'l my engine and provide a singleacting form in lieu of the doubleacting, without losing the advantages otthe latter.

An example of such modified form is shown in Figures 10, 11, and 12. Here I employ which represent substantially onehall? of those used in the double-acting engins. I use a similar cylinder 50 having fins or flanges 69, and having an upper head 5% and a lower head 55. In the cylinder 50 is a single firing chamber 62 instead of two! chambers sand D, but the exhaust channel 52 is similar to channel 17. Channel 52 is entered by outlet ports There are the same exhaust pipes 18, 19, and 2th The ower end of cylinder 50 is of smaller diame than. chamber 62, and provides chamber til in which the smaller portion of the difilereutial piston 51 operates, while its larger upper end reciprocatesin the chamber 62. A passage runs through the hollow pis ten 51, to the lower head, which closes such and a chamber 70 is in communication therewith at the upper interior end of teach explosion to'make it unnecessary to emcylinder 50 The head at the lower end of piston 51. is provided with lateral ports 64L- which deliver into chamber 62 opposite ribs 63. At the upper end of cylinder 50 is a vertical supply pipe 57 for the gas, which is fitted with a check valve 56, and which receives a supply of fuel from the pipe 60 running through trunnions provided with ball bearings 58 at the top of standards 15, above which are the cap plates 59. The ports 6% are furnished with gauze or strainer devices 65, as before to prevent back firing and other disadvantages. The operation will at once be evident from this description of the construction. An explosion of the gasin chamber 62 will drive the piston5l upward and when the wide part thereof uncovers the exhaust ports 53, the cylinder chamber 62 will be scavenged throughsaid ports 53, and a new supply of gas will enter the chamber 62 through ports 64;. The momentum of the engine will carry the crank over the dead centre and the piston will make a reverse stroke, during which it will create a' vacuum and draw open the valve 56, filling interior space 66 in the piston; While this is filling with a new charge, the quantity previously introduced into the chamber 62 will be undergoing compression. When the explosion again occurs and the piston moves upward the check valve 56 will close and the mixture will beinitially compressed in chambers 66 :and 70, until the ports 64. open and the mixture enters the chamber 62; and the opera tion will proceed as before. It is evident also that there may be a plurality of similar single-acting cylinders acting upon the same crankshaftin a multicylinder engine, and producing successful results in a practical way.

The improvements herein set forth are aplicable to either a twosort en ine or a three-port engine, these terms being accepted .and well known in the art. A two-port enginemay be briefly described as one in which a check valve or its equlvalent is utilized for the purpose of admitting a charge of mixture .but preventing the back flow of the same, and in the example of mechanism set forth in this application such a construction is embodied. In a three-port explosive engine a check valve is not made use of but there is a sufliciency of ports to take care of the inlet and exhaust at the proper moment during the strokes and before and after ploy a check valve construction. I therefore suggest this very broad application of the principles of my invention. Furthermore it will be understood, as already hereinabove suggested, that many advantages accrue from the location of the various parts in re .spect to the saving of energy by the absorption of the heat and the prevention of loss in this way, the special mechaincal feature by which this is accomplished consisting in giving to the piston a cellular orv shell-like form so that it may be passaged or ported, so that the cool stream of fresh mixture may pass through it from the initial compression chamber to the exploding chamber, for in thisway not only is the undue heat of the exploding chamber absorbed and taken care of, but also the colder incoming mixture is more or less heated so that it is in better condition for compression and introduction into the exploding chamber. 1 also refer to the fact that the trunnions which convey the fresh mixture are located at a point remote from the explosions and consequently they are comparatively cool, safe and isolated, and further, the piston rod is placed at a distance from the explosion chamber and is also away from the heat, and thus the heat exerts no damaging effect upon the piston rod or rods or upon the trunnions' on which the cylinder or cylinders rock. j

It will also be kept in mind that although I have described one leading satisfactory and approved form of the invention in consirerablc detail, yet I do not wish to be restricted thereto and reserve the lil erty of varying and modifying the details of the invention within wide limits and within the scope of the appended claims. I therefore, while insisting upon the leading features of the invention, claim the right to modify, rearrange or reconstruct the same along any lines in order to secure the best practical results at any time, and such changes as may be found necessary to do this will be covered by the claims which I have drawn.

Having thus described -my invention, what I claim as new and desire to secure by Letters Patent is: I

1. lin an internal combustion engine, the combination of an oscillating cylinder having a compression chamber provided with a fuel inlet and having also an explosion chamber, a check valve in the compression. chamber for admitting fuel during suction and preventing its escape during compression, and a piston surrounded by the explosion chamber and having one end contiguous to the compression chamber, said.

swinging therewith, and a crankshaft to which the piston rod is directly connected. in an internal combustion engine, the combination of an oscillating cylinder having a compression chamber and a separate explosion chamber, said compression chamher being provided with a valved fuel inlet which is automatically operative, and said explosion chamber having an exhaust, a differential piston operating in the compression chamber and having an enlarged portion operating in the explosion chamber which surrounds said piston, said piston being provided With a port for transferring the mixture from the compression to the o1;- plosion chambers, a piston rod rigidly attached. to the piston, a crankshaft to which said. piston rod is directly connected, and a pendulous support for the cylinder.

4:. In an internal combustion engine, the combination of a cylinder having a compression chamber and a separate explosion chamber adjacent thereto, trunnions on which the cylinder rocks, a frame having bearings for said trunnions, means for corn ducting the fuel mixture through one of the trunnions, an automatic inlet for the compression chamber which receives the mixture from the trunnion and. delivers it to said compression chamber, a differential piston operating in conjunction with the said chambers and having means for transferring the mixture through the same from the compression chamber to the explosion chamber.

5. In an internal combustion engine, the combination of an oscillating cylinder provided with trunnions on which it rocks, one of said trunnions serving as a fuel passage, a frame providing bearings for said trunnions, a compression chamber in the cylinder, a separate explosion chamber also in said cylinder, automatic fuel mechanism arranged in connection with the compression chamber for admitting fuel at the proper time to said chamber, a differential piston performing its functions in connection with the compression and explosion chambers, which latter chamber surrounds the piston, and means for transferring the mixture through the piston from the compression to the explosion chambers.

6. lin an internal combustion engine, the combination of an oscillating cylinder having a compression chamber in one end, a separate explosion chamber adjacent thereto, a diffe ential piston operating in the compression chamber and with an enlarged portion operating in the explosion chai'nber which surroumls the piston, a frame for supporting the cylinder in an oscillating manner, check valve mechanism for controlling the admission of a mixture into the compression chamber, and means for transferring the charge through.

the piston. from the compression chamber to the explosion chamber.

7. In an internal combustion engine, the combination of an oscillating cylinder having primary compression chamber in one end and a separate chamber for secondary compression and ignition adjacent thereto, a differential piston having one end operating in the primary compression. chamber and an enlarged section operating in the adjacent chamber, said latter chamber surrounding the piston and being provided with an exhaust and check valve means for admitting the charge diiu'ing suction and automatically checking its outflow during comprcs sion, and means for tran irring the charge through the piston from one end to the other so that it may pass from the primary compression chamber to the ignition and secondary compression chamber, a frame for supporting the cylinder in an oscillating manner.

8. In an internal combustion engine, the combination of an oscillating cylinder hav ing a compression chamber and a separate explosion chamber, a differential piston op erating in the con ression chamber and having an ei'ilarged portion operating in the explosion chamber which surroui'ids said piston, means for transfi ing the fuel mixture through the piston from the compression. chamber to the explosion chamber, a piston rod rigidly attached to the piston, a crankshaft to which said piston rod is directly connected, a lubricant casing enclosing said crankshaft and having an opening through which the piston rod plays, and an. automatically adjustable cover for said opening carried by the cylinder.

9. In an internal combustion engine, the combination of an. oscillating cylinder having a compression chamber in one end and a separate explosion chamber adjacent thereto, a differential piston with one end operating in the compression chamber and an en larged portion operatin in the explosion chamber which surrouiuls said piston, means for trzmsferring the fuel mixture through the piston from the compression to the explosion chambers, a piston rod idly connected to the piston, a lubricant iasing surroimding said crankshaft and having an opening through which the piston rod plays, a curved sliding plate which covers said opening and vibrates during the movement of the engine, said. plate havin sleeve engaging the cylinoer and resilient means interposed botween the plate and the cylinder for keeping the said l oltlllt". tightly upon the opening in the casing.

10. in an internal combustion engine, the (.mnbinatiou of a cylimler having compare sion ci'unniixius in each end and explosion chambers iiu'ermediate the compression chambers, a differential piston operating in connection with said chambers and having ports or recesses to permit the passage of the mixture from the compression chambers to the explosion chambers, a frame for supporting said cylinder in an oscillating manner, said frame receiving trunnions or projections from the cylinder, and means for delivering the mixture through one of said trunnions to said cylinder.

11. In an internal combustion engine, the combination of an oscillating cylinder having compression chambers in each end and explosion chambers intern'iediate the compression chambers, a differential piston operating in connection with said chambers and having two separate lines of ports and passages for enabling the fuel mixture to pass between the compression chambers and the explosion chambers, inlet means for drawing the fuel mixture into the compression chambers, said means including a trunnion inlet and an automatic valve device, a pis ton rod rigidly attached to the piston, and a crankshaft to which said piston rod is d1- reetly connected.

12. In an internalcombustion engine, the combination of' an oscillatingcylinder having compression chambers in each end and explosion chambers intermediate the compression chambers, a differential piston having its ends operating in the compression chambers and its middle enlarged portion operating in the explosion chambers, said piston being of elongated form and comprising hollow heads and tubular connections between them through which the charge is transferred from the compression chambers to the explosion chambers, a pendulous support for the cylinder and inlet means at one end of the cylinder for introducing the charge, said inlet means having automatically operating closing means to prevent outflow of the mixture during compression at said. end of the cylinder.

13. In an internal combustion engine, the combination of a trunnion-supported oscillating cylinder having compression chambers in each. end and explosion chambers in termediate the compression chambers, a differential piston having its ends operating in the compression chambers and its middle enlarged portion operating in the explosion chambers, said piston being of elongated form and comprising hollow heads and tubular connections between them through which the charge is transferred from the compression chambers to the explosion chambers, a common exhaust for the explosion chambers, and inlet means for introducing the charge, said inlet means having automatically operating closing means to prevent outflow of the mixture during compression.

14. In an. internal combustion engine, the

combination of an oscillating cylinder having compression chambers in the ends and dual intermediate explosion chambers of greater diameter than the compression chambers, a differential piston having its ends of smaller section operating in the compression chambers and its middle p0rtion of larger section operating in the ex plosion chambers, means for transferring the charge through the piston from the compression chambers to the explosion chambers, inlet means for introducing at each stroke of the piston in one direction two charges of the mixture one for each compression charge, said means having antomatically operating means for preventing outflow during compression.

15. In an internal combustion engine, the combination of a trunnion-supported oscillating cylinder having primary compression 55 chambers in each end and dual chambers for final compression and explosion intermediate the primary compression chambers, adi'llerential piston having its ends operating in the primary compression chambers and its middle enlarged portion operating in the linal conu n'cssion and ignition chambers, said piston comprising hollow heads and tubular connecting parts, arranged so that two systems for fuel reception compression and. explosion areprovided, one consisting of primary compression chamber and a final compression chamber communicating with each other through the piston, and the other system consisting of the other primary compression chamber and the other final (.zonngression chamber in communication with each other through the other channel in the piston, together with inlet means for the fuel having the function of delivering 5 the same at each stroke of the piston in one direction and being closed against admis sion during each opposite stroke of the pi"- ton.

16. In an internal combustion engine, the 0 combination. of an oscillating cylinder having primary compression chambers in each end and dual chambers for final compression and ignition intermediate the primary compression chambers and of a greater diameter than the latter, said final compression chambers having a common exhaust, a differential piston of smaller diameter at the ends which operates in the primar compression chambers and having a middle portion of larger diameter operating in the final compression and explosion chambers, said piston consisting of hollow headsand tubes connecting said heads together, said heads and tubes providing systems through which the charges are carriedi from the chambers of primary con'upression into the chambcis for the final compression and explosion, a pendulous support for the cylinder, inlet means at one end of the cylinder for introducing charges at difierent periods at every stroke of the piston in one direction, but automatically closed against the admission of charges when the piston is reciprocating in the opposite direction.

17. In an internal combustion engine, the combination of an oscillating cylinder having compression chambers in each end and explosion chambers intermediate the compression chambers, said explosion chamhers having a common exhaust, an elongated piston with its ends operating in the compression chambers and its middle portion operating in the explosion chambers, said piston comprising hollow heads and intercommunicating tubes, together with inlet means at one end of the cylinder "for admitting one charge of the mixture to the,

interior of the piston and the next charge of the mixture during the same stroke to the compression chamber adjacent to the same end of the piston, whereby each compression chamber is furnished with a charge during each movement of the piston in one direction but not in the opposite direction, said means having valve mechanism for preventing the admission and back flow of the mixture during said opposite strokes of the piston when compression is being had in the compression chambers.

18. In an internal combustion engine, the combination of a cylinder having compres sion and explosion chambers, a differential piston operating in connection with said chambers and provided with circumferential ports, said ports consisting of members adapted to register with cylinder ports, and with members which connect said registering members, so that at certain times when the mixture is incoming the flow of the latter will pass entirely around the piston but with the inlet or outlet effective only for a portion of the Way around, while at other times the outlet is entirely around the circumference through the ports and their connecting members.

In testimony whereof I hereunto allix my signature.

JOHN V. RICE, JR. 

